.  
Pitch trim reset within the takeoff trim setting range;

.  
Rudder trim reset (as applicable); and,

.  
Throttle/thrust levers standup, as required (for symmetrical engine acceleration).

Task sharing:
Performing a planned touch-and-go is a dynamic and demanding maneuver in terms of task sharing:
.  
The PF (trainee) is responsible for: -Tracking the runway centerline;

-Advancing the throttle levers slightly above idle.

.  
The PNF (instructor) is responsible for: -Reconfiguring the aircraft for takeoff;

-Resetting systems, as required;
-Monitoring engine parameters and flight modes annunciations;
-Performing the takeoff callouts;
-Deciding to abort the takeoff, if required; and,
-Ensuring back-up of PF during rotation and initial climb.

Performing a rejected landing (i.e., a non-anticipated and non-prepared event) further amplifies the importance for the PF and PNF to strictly adhere to the defined task sharing and to concentrate on their respective tasks.
Bouncing and bounce recovery
Bouncing at landing usually is the result of one or a combination of the following factors:
.  
Loss of visual references;

.  
Excessive sink rate;

.  
Late flare initiation;

.  
Incorrect flare technique;

.  
Excessive airspeed; and/or,

.  
Power-on touchdown (preventing the automatic extension of ground spoilers, as applicable).

The bounce recovery technique depends on the height reached during the bounce.
Recovery from a light bounce (5 ft or less):
In case of a light bounced, the following typical recovery technique can be applied:
.  
Maintain or regain a normal landing pitch attitude (do not increase pitch attitude as this could cause a tailstrike);

.  
Continue the landing;

.  
Use power as required to soften the second touchdown; and,

.  
Be aware of the increased landing distance.

Recovery from a high bounce (more than 5 ft):
In case of a more severe bounce, do not attempt to land, as the remaining runway length might not be sufficient to stop the aircraft.
The following generic go-around technique can be applied:
.  
Maintain or regain a normal landing pitch attitude;

.  
Initiate a go-around by triggering go-around levers/switches and advancing throttle levers to the go-around thrust position;

Bounce Recovery – Rejected Landing
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.  
Maintain the landing flaps configuration or set the required flaps configuration, as set forth in the applicable FCOM;

.  
Be ready for a possible second touchdown;

.  
Be alert to apply forward force on control column (side stick) and reset the pitch trim nose down as engines spool up (conventional aircraft models only);

.  
When safely established in the go-around and no risk of further touchdown exists (i.e., with a steady positive rate of climb), follow normal go-around procedures; and,

.  
Reengage automation, as desired, to reduce workload.

Commitment for Full-Stop Landing
Landing incidents and accidents clearly demonstrate that after the thrust reversers have been deployed (even at reverse idle), the landing must be completed to a full stop, as a successful go-around may not be possible.
The following occurrences have resulted in a significantly reduced rate of climb or in departure from controlled flight:
.  
Thrust asymmetry resulting from asymmetrical engine spool up (i.e., asymmetrical engine acceleration characteristics from a ground idle level);
　
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